2008 PORSCHE 911 GT2 weight

· 13 · · 12 ·
The 911 GT2 |The 911 GT2
Always composed. Even in extremes.
Engineering the 911 GT2.
How do we know our limits?
Because we choose to
explore them.
The 911 GT2.The Porsche 911 GT2. The excep-
tion to the rule. Every new edition
has clearly exceeded everything
that has gone before. Designing a
911 GT2 requires a new approach
to old ideas. It means questioning
convention, crossing the limits,
thinking beyond the norm. It
means not being confined to
torque of 680 Nm is available
from 2,200 to 4,500 rpm. At
5,500 rpm, it is still higher than
650 Nm. The benchmark sprint
to 100 km / h (62 mph) is com-
pleted in 3.7 seconds. Maximum
speed is 329 km / h (204 mph).
For some, that number means
little on paper – but it all becomes
clear on the road. With a driving
experience – and an engine sound
– that can only be conceived in
the Porsche 911 GT2. Performanceand efficiency have both been
improved, mainly through changes
to the turbocharging system. The
flow-optimised turbines and com-
pressor units have been specially
adapted to the engine output and
offer a more effective turbochar-
ging process.
In addition, an expansion intake
system has been specially devel-
oped for the 911 GT2 (see page
32) which overturns all previous
principles of air supply to turbo road or track, straight or bend,
comfort or sports performance.
It means having the freedom to
leave what you know and examine
new possibilities. The result: our
most powerful road-going 911.
The source of that power is a
3.6-litre flat-six boxer enginebased on the current 911 Turbo.
Special features include VarioCam
Plus and twin turbochargers with
Variable Turbine Geometry (VTG,
see page 28) enabling faster
response at lower engine speeds.
Together, they generate even
greater power: a mighty 390 kW
(530 hp) at 6,500 rpm. Maximumengines. Equally effective is the
new rear silencer, now made from
ultra-lightweight titanium.
In the end, even we were impressed
with the power of the 911 GT2, as
we had not expected that so much
potential existed in the engine of
the 911 Turbo from which it is
derived. This was achieved because,
in terms of development, we
were prepared to go down new,
previously unexplored avenues.

· 16 ·· 17 ·
The 911 GT2 |The 911 GT2
being forced into the turbos,
there is less resistance from
the compressors and therefore
less back-pressure in the
exhaust, which means greater
engine performance.
The engine cover, featuring
the GT2 logo, is made from
lightweight glass-fibre reinforced
plastic (GRP). Twin titanium
tailpipes are elegantly incorpor-
ated within the rear apron design.
Warm air is vented from the braking power, with large air
intakes for improved air flow to
the central radiator and front
brakes. The integral air outlet
ahead of the front lid makes a
major contribution to front-enddownforce. The airstream from the
central radiator is channelled up
over the car, forcing the front end
downwards, thereby enhancing
balance and steering response.
The importance of air in the per-
formance of the 911 GT2 is also
apparent from the large intake
openings in the rear side panels
which supply the intercooler units.The most impressive view is also
the one that others will see most
of all: the rear. The fixed rear wing
with integral lip spoiler ensures
optimum stability at speed.
As the car accelerates and you’re
pressed into your seat, air is
forced through the intake openings
on the rear wing uprights and into
the engine turbocharging system.
This ‘ram air’ effect has a key role
to play in the exceptional efficiency
of the engine. Since air is already Power. Torque. Acceleration. All in
plentiful supply. Nothing else can
match that energy – except the
car’s design. A single glance is all
it takes to realise that fact.
The front end is aerodynamically
adapted for the high thermal
load of the engine and increased
Aesthetically. Aerodynamically. Resistance is futile.
Designing the 911 GT2.engine compartment via cooling
slits at the rear.
The combined effect of all these
aerodynamic modifications is a
drag coefficient of just 0.32 as
well as positive front and rear
downforce. Behind the wheel,
that means better grip, better
directional stability and excep-
tional handling characteristics.
Technically and visually, the
result is the same: a breathtaking
driving machine.

· 20 ·· 21 ·The 911 GT2 |
Drive
At Porsche, our aim is not to
increase power – except through
increased efficiency. Which is
why we began with the 911 Turbo
when developing an engine for
the 911 GT2. Its power is com-
bined with rear-wheel drive for
racing-car driving dynamics. But
how is it possible to improve onan engine that is already so close
to perfection? How did we introduce
even greater potential – and the
character of a racing engine? The
answer: by increasing efficiency.
This was mainly achieved by four
crucial components, one of these
being the six-cylinder twin-turboboxer unit with flow-optimised
turbines featuring Variable Turbine
Geometry (VTG, see page 28)
and larger compressors on the
intake side. Together with
VarioCam Plus (see page 26), they
boost performance while reducing
emissions over the entire engine
speed range. Also with the innovative expansion intake system
which works on highly efficient
principles that are contrary to all
previous methods (see page 32).
In addition, the new lightweight
rear silencer made from titanium
enhances performance by producing
less back-pressure through the
exhaust system.
Oil is evenly distributed under all
load conditions (e.g., high-speed
cornering) thanks to a dry-sump
lubrication system with external
tank. After passing through the
engine, the oil is cooled by means
of a dedicated oil-water heat
exchanger. Both of these systems
are proven in competition use.
The water-cooled flat-six twin-turbo
engine with four-valve technology
in the rear of the 911 GT2
generates a mighty 390 kW
(530 hp) from a 3.6-litre
displacement at 6,500 rpm.
Maximum torque of 680 Nm is
achieved at low rpm and sustained
across much of the engine
speed range. It is available
between 2,200 and 4,500 rpm
and the resulting acceleration is
quite literally breathtaking.
300 500 550
600
650
700 750 800
850
280 300 320 340 360
380
400
2000 3000 4000 5000 6000 7000
350 400
450
1000
Power (kW)
Engine Speed (rpm)
180 200 220 240 260 420
900
Torque (Nm)
390 kW (530 hp)
680 Nm
The benchmark sprint to 100 km/ h
(62 mph) is completed in
3.7 seconds; 200 km / h (124 mph)
requires just 11.2 seconds.
Maximum speed – if you really
want to put it to the test – is
329 km / h (204 mph). Even more
impressive is the power-to-weight
ratio of 361 hp per tonne and
the specific power output of
147 hp per litre. Fuel economy
is also exceptional for a car
with such high performance.
There is nothing ordinary about
the 911 GT2 and it exceeds even
the highest expectations. In
other words: everything you’d
expect from the most powerful
road-going 911.
911 GT2 : 680 Nm from 2,200 to 4,500 rpm, 390 kW (530 hp) at 6,500 rpm 3.6-litre twin-turbo boxer engine
The greatest strength comes from within.
Engine.

· 25 · · 24 ·
The 911 GT2 |Drive
Lightweight design.
The six-cylinder twin-turbo boxer
engine is a compact unit offering
excellent cylinder charging and
torque-curve characteristics
as well as first-rate balance with
minimal vibration. The flat-six
design allows a low centre of
gravity with resulting advantages
for traction and driving dynamics.
The alloy crankcase consists of
two main sections, each contain-
ing one bank of cylinders. Thecrankshaft runs in eight main
bearings and is driven by forged
connecting rods. For optimum
strength and durability, we’ve used
forged aluminium pistons running
in Nikasil-coated aluminium liners
and cooled via individual oil-spray
jets. The results: lower frictional
resistance and a lengthy service
life – even when subjected to
heavy use.
The cylinder heads are made
from an extremely heat-resistantlightweight alloy. Each cylinder
bank has two overhead camshafts
driving a set of four valves (two
inlet and two exhaust) on each
individual cylinder. The valves are
arranged in a ‘V’ formation and
have a highly efficient dual-spring
closing action enabling higher
engine speeds. Performance is
enhanced with the aid of both
Variable Turbine Geometry (VTG,
see page 28) and VarioCam Plus
(variable valve timing and lift on
the inlet side). The benefits are
not only greater power and
torque, but also better fuel
econ-
omy and lower emissions.
Dry-sump lubrication.
This racing technology uses a
separate oil reservoir to ensure
consistent oil pressures through-
out the engine, even during pro-
longed periods of lateral and longi-
tudinal loads. After passing
through the engine, every drop of oil is returned directly to the
external reservoir. The flow is dri-
ven by two scavenge pumps in
each cylinder head and a further
two pumps in the crankcase. Gas
is removed from the returning
oil via a defoaming device in the
reservoir. The oil is returned
to the lubrication points in the
engine by means of a dedicated
oil-feed pump. With a further
scavenge pump in each of the
twin turbocharger units, the
911 GT2 has a total of nineseparate pumps driving the lubri-
cation system. The oil level can be
checked from inside the car via
the standard on-board computer.
The 911 GT2 is factory-filled with
Mobil 1 high-performance fully
synthetic oil. The exceptional
properties of this premium-quality
lubricant ensure reliable starting
even in the coldest conditions. It
also reduces wear and contributes
to the long-term durability of the
engine.

· 34 ·· 35 ·
The 911 GT2 |Drive
Exhaust system.
The rear silencer and tailpipes
of the 911 GT2 are made from
ultra-lightweight titanium to re-
duce the weight on the rear axle,
and improve driving dynamics.
The exhaust leaves the engine
through high-performance
manifolds into separate tracts
for each of the two banks of
cylinders. Twin three-way catalytic
converters clean the two streams
before they converge in the main
silencer unit. The twin
titaniumtailpipes are fully integrated
within
the rear apron moulding. Large-
diameter tubes reduce back-
pressure
on the engine,thereby
increasing performance. The
catalytic
converters are close
to the engine,
enabling faster
warm-up and therefore improving
efficiency. When starting from
cold, the process is assisted by a
secondary air injection system.
A system of ‘Lambda’ or oxygen
sensors in each of the exhausts
provides continuous monitoring of engine efficiency. Data supplied
by one pair of sensors enables
the engine management system
to perform separate adjustment
of the air/fuel mix for each bank
of cylinders. A further pair of sen-
sors*, one on each tract, is used
to monitor the efficiency of the
respective catalytic converter. This
facility enables much more accu-
rate control of potentially harmful
emissions.
The exhaust system on the
911 GT2 produces a warm,
deep and bass-rich sound –
even when the engine is idling.
Fuel system.
Fuel is supplied to each of the six
cylinders using a sequential fuel
injection system. The timing of
each injection and the volume
supplied to each bank of cylinders
are controlled by the engine
management system. Adjustmentsare based on a range of variables,
including throttle position, engine
speed, boost pressure, coolant
temperature and exhaust gas com-
position. The results are optimised
combustion and fuel consumption.
A hot-film air mass sensor moni-
tors the volume and density of the
incoming air to ensure the best
possible air/fuel mix, regardless
of weather and altitude.
Ignition system.
The 911 GT2 features static
high-voltage ignition technology.
Separate coils on each of the
plugs with platinum electrodes
ensure perfect ignition every
time. The role of distributor is
performed by the engine manage-
ment system, which controls the
individual spark plugs directly,
for optimum performance and
minimum fuel consumption.
* Not in markets with leaded fuel.Exhaust system

· 44 ·· 45 ·The 911 GT2 |
Chassis
Rear axle Front axle
The 911 GT2 chassis is designed
for racecar-like performance on
every type of tarmac from motor-
way to track. The car rides about
25 mm lower than the 911 Carrera
and its lightweight build has
reduced overall weight as well as
the unsprung masses. Agile and
responsive, it is stable and secure– particularly during cornering
manoeuvres.
The front suspension with its
special wheel mounts has
McPherson spring struts with
the wheels mounted individually
on trailing arms and wishbones.
Each front wheel is preciselylocated, ensuring excellent
handling and directional stability
in all road and track scenarios.
Brake spoiler elements provide
efficient cooling for each of the
front brake units.The rear axle assembly consists
of subframe-mounted multi-link
suspension featuring LSA con-
struction (Light, Stable, Agile).
This lightened design featuring
an aluminium cross-member
is an important factor in the
exceptional dynamics of the car.
Ride height, camber, toe angle
and anti-roll bar settings can
all be adapted to individual circuit
characteristics, as befits a racing
Porsche.There is virtually no unwanted
movement between the suspen-
sion and body, thanks to special
features such as metal bearings
with ball joints on the front strut
mounts and rigid cross-members
at the rear. This reduced elasticity
and improved wheel location
enable better handling and turn-in.
The 911 GT2 has an electronic
variable damping system as
standard – Porsche Active Suspension Management (PASM,
see page 48).
This variable
damper system offers two basic
setup modes, ‘Normal’ and
‘Sport’.
Racetrack. Motorway. Wherever the road goes.
Chassis.

· 47 · · 46 ·
The 911 GT2 |Chassis
The 911 GT2 runs on one-piece
19-inch GT2 wheels with anti-
theft protection and wheel
centre caps featuring the GT2
logo. The wheels are extremely
light for their size due to their
special lightweight construction.The resulting reduction in unsprung
masses improves driving dynamics
and performance. Thanks to the
generous internal diameter of the
wheel, large brakes can be fitted
on the front axle. The wheels run
flush with the exterior of the carand come with special sport tyres
as standard.
The wheel dimensions are
8.5J x 19 ET 53 with 235/35 ZR 19
tyres (front) and 12J x 19 ET 51
with 325/30 ZR 19 tyres (rear).The 19-inch sports tyres provide
a large road contact patch.
They offer greater traction
under acceleration and braking,
greater precision in both handling
and manoeuvrability, as well as
higher cornering speeds on dry
road surfaces. In short: even
greater driving pleasure. Note:
increased risk of aquaplaning due
to lower tread profile.Tyre Pressure Monitoring (TPM),
included as standard equipment,
provides early warning of tyre
pressure loss. The driver is
informed via the on-board com-
puter display as well as a separate
indicator light. A tyre repair system
consisting of tyre sealant and
compressor with separate tyre
pressure gauge is also standard.19-inch GT2 wheel
Less weight. More road contact.
Wheels.

· 59 · · 58 ·
The 911 GT2 |Safety
The 911 GT2 is equipped as
standard with the Porsche
Ceramic Composite Brake (PCCB)
that has already demonstrated
its performance credentials on
the racetrack, for example, in the
vehicles of the Porsche Mobil 1
Supercup.only much harder than metal, it
is also more resistant to heat.
Even at high temperatures, the
thermal resistance of the PCCB
disc ensures exemplary dimen-
sional stability. The ceramic
material is totally resistant to
The large disc diameter (380 mm
front and 350 mm rear) adds sig-
nificantly to brake performance.
The ceramic discs are made from
a specially treated carbon-fibre
compound that is silicated in a
high-vacuum process at 1,700 ºC.
The material thus produced is notcorrosion and offers excellent
acoustic damping properties.
The pads are mounted in six-piston
monobloc aluminium fixed calipers
at the front, with four-piston units
at the rear. The resulting brake
forces are not only extremely
high, they are also exceptionally
consistent. The pedal response
is fast and precise with only
moderate input required.
PCCB enables shorter braking
distances in even the toughest
road and race conditions. Excel-
lent fade resistance ensures
greater balance when slowing
from racetrack speeds.
The key advantage of PCCB is
the total weight saving of approxi-
mately 50 % over comparable
metal discs. The mounting bells
on both front discs are made
from weight-saving aluminium. As
well as enhancing performance
and fuel economy, there is a major
reduction in both the unsprung
and rotating masses. This, of
course, improves comfort and
road-holding on uneven road
surfaces as well as general
handling and agility.
Please note that circuit racing,
trackday use and other forms of
performance driving can signifi-
cantly reduce the service life of
even the most durable pads and
discs. As with conventional high-
performance braking systems,
we recommend that all brake
components be professionally
inspected and replaced where
necessary after every track event.
Porsche Ceramic Composite Brake (PCCB)
When it comes to brake technology, we demand nothing but the best.
Porsche Ceramic Composite Brake (PCCB).